Power take-off



g- 1940- D. B. BAKER ETAL- I 2.210,998

POWER TAKE- OFF Original Filed Sept. 21, 1936 Patented Aug. 13, 1940 TJNITED s Tas.

' P ATENT or'ricr.

Park, and Willi Bechman, Chicago, Ill.,

'- assignors to InternationalHarvester Company,

- a corporation of New Jersey Original application Septcmber'21, 1936, Serial No. 101,706. Divided and this applicatio December 20, 1937, Serial No. 18|l,685

6 Claims. (CL 74426) This invention relates to a power take-ofl shaft construction for use in a change speed transmission and particularly in a change speed transmission of themultiple range type. This '5 application is a division of .applicantscopending application, Serial No. 101,706, flled September 21,1936. a

In the operation of a vehicle having a power take-off shaft, it has been found desirable-to 10 provide a power take-off shaft that is capable of uniform operation. The present invention contemplates the provision of a desirable power. take-oil shaft and transmission assembly that meets: the requirements necessary in solving the 15- difllcult problems encountered in power take-off constructions;

The principal object of the invention s, then,

to providean improved power take-oil shaft construction in a transmission, said shaft being 2 especially adaptedto .uniform operation independently ofthe operation of the component parts of the transmission.

An important object 'of the invention is 'to provide a power take-off shaft that -is continu-' 25 ously rotatable with the. engine driven shaft while the change speed. gearing of the transmission is in neutral position. v 2

Another important objectis to provide a power take-oil shaft that may be uncoupled from its 30 connection withthe engine shaft without disturbing the transmission mechanism.

Other important objects of the invention will.

become apparent to those versed in this art asthe disclosure is more fully made.

35 The' one figure shown in the drawing is a longitudinal sectional view through so much of the body of a tractor as is necessary to illustra'te the transmission-mechanism and the improved power take-oil shaft construction. 40 For the sake of illustration, the body of a tractor has beenillustrated at Iii, the same'in cluding'a rear integral vertical wall II and a front flange l2 provided with a large opening- I3, thespaice l4, thus provided, constituting the 45 change speed gear or transmission mechanism compartment. The front of this compartment and particularly the opening ll therein is closed by a vertical plate or support liremovably secured to the flange l2'by means of, bolts It. This portion of the body maythus be spoken of as a transmission housing includinglongitudinally spaced front and rearwalls, forwardly ofwhich is the usual wherein is located the usual master or engine clutch, not shown, for connecting or disconnecting to the ml 1 of an eng e, also not shown, a tubular shaft It. This shaft '19 ishollow or tubular and includes an internally 'splined hub I! which is splined to'an extension or -driv-'- o ing shaft 29. This shaft is iournaled in anticomparatively large annular recess 24. forwardly extending portion of the shaft is tubular orhollow, as at 25, and is splinedadiacent.

friction bearing shaft 29 also carries formed as an internal the hollow driven shaft -installed and removed transmission mechanism.

dry clutch compartment l'l v disposed below and carried in the walls -'-ll friction bearings 2|v carried in the wall or sup.-.

port It and in an annular extension 22 formed thereon. The shaft 2li'is'provided with an enlarged portion 29 extending rearwardly of the wall 15 and this portion is provided with 'ma 5 the annular recess 24, as at 29. It will be apparent, of course, that an axial bore or recess, or their equivalents, could be provided to serve the same purpose as the preferable provision of the: hollow portion. The enlarged portion 29 is provided with external gear teeth 21 which are reduced rearwardly as, at 29 to provide a clutch means .or clutch member.

A hollow or tubular drivenor transmission shaft 29 is journaled at its rear end-in an anti- 30 carried in the rear wall ll. The forward end of this shaft extends forwardly within the recess 24 formed in the enlarged endof the drive shaft 20, being journaled therein in an anti-friction bearing 3|. The driven shaft carries shiftable transmission gears 32, 93, 34 and 35 for a purpose to appear presently. The

I for rotation therewith-a" clutch'member. which, in the present instance, is

gear 36, which forms a clutchmeans'integral with the transmission ar 35. The gear 35 isprovided with a shifter fork so that the clutch means or member 36 may be shifted into engagement with the clutch mem-- her or means 28 on the driving shaft 29 for conjoint rotation of the two shafts. When the gear is moved to a neutral position as shown in the drawing, the driving shaft 20 is permitted to rotate withthe engine without driving the transmission or driven shaft 29. I In order to provldea power take-off shaft that is continuously and uniformly rotatable, inde-. pendently of the operation of the-transmission gearing, a longitudinal shaft 31 is passed through 29. The forward end of this shaft 91 is splined as at 98, being coupled with thejsplined portion 26 of the driving shaft 20 for rotation therewith. This splin'ed connec-' tion permits'the shaft 91 to; be easily and readily without distributing the The rear end of the shaft' fl may be supported elsewhere in the tractor body in any suitable manner, riotshown. The followingdescrlptgoln relates to the transmission mechanism and cludes a change speed and power output organization to which the present power take-off shaft construction is especially adapted. A power output. shaft 39 is 5 parallel to the driven or transmission shaft 29, being Journaled at opposite ends, m anti-friction bearings-.39. and 40 and I5, respectively. At

of output gears able manner; and the gears its rear end, the shaft 38 has formed integral therewith a power drive pinion 4| which is adapted to drive final drive gearing, not shown. Rigidly carried by the shaft 38 for rotation there with within the compartment M are a plurality 42, 43, 44 and 45. These gears movement in any suit- 43 and 44 are preferably formed on one hub. At thi forward end of the shaft, an oil pick-up gear 6 is rotatably journaled on a bushing carried by the shaft, said gear meshing and being constantly driven by the gear 21 formed on the enlarged portion 23 of the driving shaft 20.

A counter-shaft 41 is carried by the walls II and I5, being disposed parallel to and at one side are held against axial of the driven shaft 29 and slightly therebelow.

49 and into engagement with the A large gear 48 and a smaller gear 49 are loosely carrier on the counter-shaft 41 for rotation with respect thereto. The gear 48 is in constant mesh with the gear 21 and is constantly driven thereby. These gears are preferably formed on a common hub and and are prevented from axial movement in any suitable manner. At the rear end of the counter-shaft and adjacent the for-, ward face of the rear wall are-a pair of reverse gears 50 and 5|.

formed from one hub and are carried on the shaft 41 for rotation therewith, being held against axial displacement in any well known manner. This transmission construction is best shown in applicants co-pending application hereinbefore referred to.

In the operation of the transmission and the power take-off shaft, numerous speed ranges may be obtained from the specific gearing illustrated. These speed changes may be made without interfering with the operation of the power takeoff shaft, which is continuously rotatable with the drive shaft 20,-as will presently appear. The clutch members 28 and 36 and the gear 35, 48 and 49 provide means for driving the main shaft at two difierent speed ranges. When the gear 35 is shifted forwardly on the shaft 29, the clutch member or portion 36 thereof is engaged with the clutch member or portion 28 on the enlarged portion 23 of the driving shaft 20. the master or engine clutch, not' shown, being disengaged before such operation is effected. This connection of the clutch members establishes a direct drive from the engine through the the drive shaft 20 to the driven shaft 29.

With the clutch members in the osition .iust referred to. the sliding gears on the shaft 29 may be shifted into any position to engage the power out-put gears or the reverse gears for driving the tractor at a lurality of speeds. When it is desired to operate the tractor in first or low speed. the slidable gear into mesh with the power out-put ear 43. first disengaging the master clutch. Without disturbin the relation between the clutch members 28 and 36, second speed may be obtained by shifting the gear 33 rearwardly into engagement with the power out-put gear 34, the gear 32 being at the same time shifted rearwardly and out of engagement with the power out-put gear 43. Similarly, when high speed operation is desired, the slidable gear 34 is shifted forwardly on the shaft power out-put gear 45, the gear 33 moving forward and out of engagement with the power out-put gear 34.

As previously mentioned, the gears 58 and 5| are reverse gears, the gear 5| being in constant These gears are also preferably couplin l8 and 32 is shifted forwardly mesh with the power out-put gear 42. When the tractor is operated in any of its forward forward and reverse is provided with the clutch members 35 and 28 engaged.

It often becomes desirable to operate the tractor in a lower gear ratio and for that reason, the

gears 48 and 49 have been provided. To obtain this lower gear ratio, the gear 35 is moved rearwardly, the master clutch being disengaged, and the clutch members 38 and 28 are disengaged. Continued rearward movement of-the gear. 35 causes it to engage thegear 49 on the countershaft 41, and since the gear 48 is constantly driven by the gear 21, the main shaft 29 is driven at a speed slower than engine speed. With the gear 35 in this position, the above described forward and reverse speed ranges can be obtained by the same shifting operations that effected the speed range in the direct drive ratio. Thus, it will be seen that a plurality'of forward and reverse speeds may be obtained in multiple ranges; or in other words, the transmission provides six forward speeds and two reverse speeds. It will be understood, of course, that two separate gear shift levers may be provided for shifting the another lever for the ratio changes.

In a transmission of this type, it is desirable that the power take-off shaft or source be not subjected to operation invarious speed ranges, it being more desirable to have uniform rotation of the 'power-take-off source. The power take-off shaft construction hereinbefore referred to is especially adapted to meeting'these requirements. By being directly connected to the driving shaft 20, the shaft 31 always rotates at one speed, as long as the master clutch is engaged with the engine flywheel. It will be noted that with this construction, disengagement of the clutch mem-- bers 28 and 38 or shifting of the'slidable gears 32. 33 and 34 do not in any way interfere with the uniform operation of the power take-off source 31. It will be also noted that in the event it becomes desirable or necessary to remove the shaft 31, this shaft may be removed without interfering with the structure or operation of the transmission gearing. To remove the shaft 31, it is necessary merely to disconnect its rearward support, which may be of any suitable construction; not shown, and to draw the shaft axially rearwardly through the driven connection to easy installation and removal.

It will be noted from an examination of the drawing. that the anti-friction bearings 2i and 3| and the splined connection 28-38 are disposed with respect to the support or wall IS in a manner providing for utmost structural strength and for ease in disassembly. It will be particularly apparent, from the location of the splined connection 26-38, that said connection is located in the immediate vicinity of the common plane of the wall i5 and the rear bearing 2|. This constructure may be made without departing from the spirit and scope of the invention as defined in the appended claims.

What is claimed is: I

1. A power take-off shaft and transmission assembly comprising a support, a hollow driving shaft clutch-connected to a source of power and journaled in the support,'a coaxial hollow driven shaft having an end journaled in an end of the driving shaft in the vicinity of the support, a clutch member on each shaft adapted to be engaged for connecting the shafts for conjoint rotation, transmission gearing carried by the driven shaft, and a longitudinal shaft passed loosely through the driven shaft and removably connected to the driving shaft for continuous rotation therewith independently of rotation of the driven shaft and transmission gearing, said longitudinal shaft being substantially of a uniform diameter less thanthe inside diameter of the hollow driven shaft and being thereby removable independently of said driven shaft and in a direction away from the driving shaft, said longitudinal shaft having its unconnected end extending beyond the driven shaft and transmission gearing and constituting a power take-ofi.

2. A power take-off shaft and a transmission assembly comprising a housing having a trans verse support, a driving shaft clutch-connected -to a source of power and-journaled in said-support and having an enlarged portion disposed rearwardly of the support, said portion being .formed with an annular recess, said shaft being its forward end journaled in'the driving shaft in further formed with a smaller coaxial recess, a hollow driven shaft coaxially disposed and having the annular recess, clutch means on the enlarged portion of the driving shaft, clutch means on the driven shaft, said clutch means adapted to be J engaged for connecting the shafts for conjoint rotation, transmission gearing carried by the driven shaft, and a longitudinal shaft passed loosely through the driven shaft and fitted intothe smaller recess of the driving shaft for continuous rotation therewith independently of the driven shaft and the transmission gearing, said longitudinal shaft being substantially of a uniform diameter less than the inside diameter of the hollow driven shaft and being thereby removable independently of said driven shaft and in a direction away from the driving shaft.

3'. A power take-off shaft andtransmission assembly comprising a housing having a pair of longitudinally spaced front and rear walls, a driving shaft clutch-connected to a source of.pcwer and joumaled in the front wall and being formed with an enlarged portion disposed rearwardly of said wall, said portion being provided with an annular recess, said shaft being further provided with a coaxial splined bore' adjacent e recess, ahollow driven shaft disposed coaxi with the driving shaft and having its forward end extending within the annular recess in the driving shaft adjacent the front wall, said driven shaft being journaled at its rear end in the rear wall, clutch means on the enlarged portion of the driving shaft, clutch means carried by the driven shaft, said clutch means adapted to be, interconnected for conjoint rotationof the shafts, and a longiapower take-off.

4; A power take-off and transmission assembly comprising a support, a driving shaftclutchconnected to a source of power and formed with a recess at one end, a hollow, driven shaft, said shafts being disposed coaxially and one of said shafts being journaled in the support, a clutch member on each shaft adapted to be engaged for connecting said shafts for conjoint rotation, transmission gearing carried by the driven shaft,

and a longitudinal shaft passed loosely through the driven shaft and fitted into the recess in the driving shaft for continuous rotation therewith independently of rotation of the driven shaft and the transmission gearing and constituting a power take-off, said longitudinal shaft being substantially of a uniform diameter less than the inside diameter. of the hollow driven shaft and being thereby removable independently of said driven shaft and in a direction away from the driving shaft.

, 5. A power take-off shaft and transmission assembly comprising a transverse support, a driving shaft clutch-connected to a source of power and journaled in and extending rearwardly of the support and having an annular recess formed in the rearend thereof, a coaxial driven shaft journaledin said recess rearwardly of the support,

disconnectable means for connecting said shafts for conjoint rotation, transmission gearing on the driven shaft, and a longitudinal shaft passed through the driven shaft and having its forward end coupled to the driving shaft substantially in the immediate vicinity of the plane of the support, said longitudinal shaft constituting a power take-off continuously operable with the driving shaft independently of the operation of the disconnectable means, the driven shaft and the transmission gearing.

6. A power take-off shaft and transmission assembly comprising a transverse support, an antifriction bearing carried in the support substantially within the transverse plane thereof, a driving shaft clutch-connected to a source of power and journaled in and extending rearwardly. of said bearing and having an annular recess formed in the rear end thereof, a co-axial driven shaft-journaled at one end in said recess rear: wardly of the support, disconnectable means for connecting said shafts for conjoint rotation, transmission gearing on the.driven shaft, and a longitudinal shaft having its forward end coupled to the drive shaft substantially in the immediate vicinity of the common transverse plane of the support'and the aforesaid bearing, said longitudinal shaft constituting a power take-ofi shaft continuously operable independently of the operation'of the disconnectable means, the driven shaft and the transmission gearing.

, Davin BAKER.

CIJFFORD R. ROGERS. WILLIAM o. anemia. 

